JP2009113541A - Vehicle body structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body structure capable of securing a crash stroke at an offset frontal impact accident, and improving collision safety performance for occupants. <P>SOLUTION: The vehicle body structure 12 comprises: a pair of front side members 14 extending in a vehicle body cross direction, and arranged in parallel to the vehicle width direction; a pair of suspension members 20 extending in a vehicle body cross direction at the lower side of the vehicle body of the pair of front side members 14, and arranged in parallel to the vehicle width direction; a cross member 22 for connecting vehicle body front sides of the pair of the suspension members 20 in the vehicle width direction; a pair of the connection members 24 installed obliquely to the vehicle body cross direction between the cross member 22 and the respective suspension members 20; and a pair of lower arms 30 to which a connection part 30A at a rear inner side of the vehicle body is connected in the vicinity of the connection part between the respective connection members 24 and the respective suspension members 20. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle body structure.

  In a so-called super short overhang vehicle (for example, refer to Patent Document 1), the frontal collision is shorter in the longitudinal direction of the vehicle in front of the front wheel than the front wheel (no engine unit is disposed on the front side of the vehicle). In particular, in the case of an offset frontal collision that requires a crash stroke, it is difficult to ensure the crash stroke.

That is, as shown in FIG. 8 (A), in the case of the super short overhang vehicle 10 in which the length L1 in the front-rear direction of the vehicle body is shorter than the center of the wheel 43 of the front wheel 42, the front pillar 38 (rocker The length (crash stroke) L2 in the longitudinal direction of the vehicle body up to 36) is also short, and the crash stroke is lost for the diameter R of the wheel 43 which is hard to be crushed. Therefore, as shown in FIG. 8B, in the offset frontal collision, the collision load G applied to the super short overhang vehicle 10 is relatively larger than that of the vehicle 70 that is not the super short overhang vehicle 10. .
JP 2002-104247 A

  SUMMARY OF THE INVENTION In view of the above circumstances, an object of the present invention is to obtain a vehicle body structure that can secure a crash stroke at the time of an offset frontal collision and can improve collision safety performance with respect to a passenger.

  In order to achieve the above object, a vehicle body structure according to claim 1 of the present invention includes a pair of front side members extending in the longitudinal direction of the vehicle body and arranged in parallel in the vehicle width direction, and the pair of front members. A pair of suspension members that extend in the vehicle longitudinal direction on the vehicle body lower side of the side members and are arranged in parallel in the vehicle width direction; a cross member that connects the vehicle body front sides of the pair of suspension members in the vehicle width direction; A pair of connecting members installed obliquely with respect to the longitudinal direction of the vehicle body between the cross member and each suspension member, and a connecting portion on the rear rear side of the vehicle body in the vicinity of the connecting portion between each connecting member and each suspension member And a pair of connected lower arms.

  According to the first aspect of the present invention, when the vehicle has an offset frontal collision, the connecting member is pushed out of the vehicle body by the deformation of the cross member and the suspension member. Then, the lower arm in which the connecting portion on the rear rear side of the vehicle body is connected in the vicinity of the connecting portion between the connecting member and the suspension member pushes the front wheel attached thereto outwardly of the vehicle body. As a result, it is possible to avoid the front wheels having the wheels that are hard to be crushed from interfering with the rocker, so that it is possible to ensure a crash stroke at the time of the offset frontal collision and to improve the collision safety performance for the occupant.

  Further, the vehicle body structure according to claim 2 is the vehicle body structure according to claim 1, wherein the pair of suspension members or the steering gear box laid on the pair of connecting members and the pair of front side members are provided. An air conditioner unit on which a drive shaft is pivotally supported, and the drive shaft is provided on the vehicle body rear side from a steering shaft extending from the steering gear box to the vehicle body rear side in a side view. It is said.

  According to the invention described in claim 2, when the vehicle collides with the front face of the offset, the drive shaft of the air conditioner unit moves to the front side of the vehicle body due to the compression deformation of the front side member. Then, the steering gear box moves downward in the vehicle body due to the deformation of the cross member and the suspension member. Therefore, the steering shaft connected to the steering gear box is pulled to the vehicle body front side so as to be wound around the drive shaft, and the steering wheel attached thereto can be pulled to the vehicle body front side ( Can be moved to the front of the car). Thereby, the space in a vehicle interior can be expanded and the collision safety performance with respect to a passenger | crew can be improved further.

  As described above, according to the present invention, it is possible to provide a vehicle body structure that can secure a crash stroke at the time of an offset frontal collision and can improve a collision safety performance for an occupant.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for carrying out the present invention will be described below in detail based on the embodiments shown in the drawings. FIG. 1 is a schematic perspective view showing the vehicle body front side of the vehicle 10, and FIG. 2 is a schematic perspective view showing the configuration of the vehicle body structure 12. FIG. 3 is a schematic plan view showing a state of the vehicle body structure 12 when the vehicle 10 collides with the front of the full lap. FIG. 4 is a schematic plan view showing a state of the vehicle body structure 12 when the vehicle 10 collides with the offset front. is there.

  In addition, as shown in FIG. 1, the vehicle 10 according to the present embodiment has a shorter length L1 (see FIG. 8A) in the vehicle front-rear direction on the vehicle front side than the center of the wheel 43 of the front wheel 42 (see FIG. 8A). This is a so-called super short overhang vehicle. In each figure, the front direction of the vehicle is indicated by an arrow FR, and the upward direction of the vehicle is indicated by an arrow UP.

  As shown in FIG. 2, the vehicle body structure 12 according to the present embodiment has a longitudinal direction in the vehicle body (extends in the vehicle longitudinal direction) and a vehicle body right side and a vehicle body left side (vehicles). A pair of front side members 14 arranged in parallel at a predetermined interval (in the width direction) are provided. For example, the front side member 14 is formed of an extruded product of a metal material such as aluminum or an aluminum alloy, and has a closed cross section (rectangular frame cross section) alone.

  A front bumper reinforcement 16 extending in the vehicle width direction is disposed between the front end portions of the pair of front side members 14. The front bumper reinforcement 16 is composed of, for example, a long square pipe that is curved so that the center in the vehicle width direction is located on the front side in the vehicle longitudinal direction with respect to both ends, and the pair of left and right front side members 14 are The front bumper reinforcement 16 is connected.

  The front side member 14 has an inclined portion (kick-up portion) 14A in the middle of the vehicle longitudinal direction, and the vehicle rear side is lower than the inclined portion 14A by a predetermined height than the vehicle front side. The vehicle body extends in the longitudinal direction. A sub frame (deformed well type sub frame) 18 is supported by the front side member 14 on the vehicle lower side of the front side member 14 and on the vehicle front side of the inclined portion 14A.

  The sub-frame 18 extends in the longitudinal direction of the vehicle body, and includes a pair of suspension members 20 arranged in parallel at a predetermined interval on the right side and the left side of the vehicle (in the vehicle width direction), and a pair of suspensions. A cross member 22 that integrally connects the front end portions of the vehicle body of the member 20 in the vehicle width direction, and an angle between the cross member 22 and each suspension member 20 with respect to the vehicle body longitudinal direction and the vehicle width direction (plan view is substantially “ And a pair of connecting members 24 that are connected in a C shape.

  Note that the cross member 22 shown in the figure has a central portion in the vehicle width direction bent in a concave shape toward the rear side of the vehicle body, and a vehicle body front side end portion of the connecting member 24 is connected to the bent central portion in the vehicle width direction. However, the shape of the cross member 22 is not limited to that shown in the figure, and for example, as in the case of the front bumper reinforcement 16, the center part in the vehicle width direction is positioned on the front side in the vehicle body front-rear direction with respect to both ends. It may be formed in a curved shape.

  In addition, a pair of brackets 26 are integrally formed on the outer surface of the suspension member 20 in the vicinity of the connecting portion (connecting portion) between each connecting member 24 and each suspension member 20 with a predetermined interval therebetween. A through hole 26 </ b> A is coaxially formed in the bracket 26. Further, through holes (not shown) are also formed in a connecting portion 30A on the rear rear side of the vehicle body of the lower arm 30 described later, and a bush 32 is press-fitted into these through holes and fastened to the bracket 26 with bolts and nuts (not shown). As a result, the connecting portion 30 </ b> A of the lower arm 30 is pivotally coupled to the suspension member 20.

  The pair of lower arms 30 that support the McPherson strut suspension (not shown) are V-shaped arms formed in a substantially “Λ” shape in plan view, and a connecting portion 30B on the vehicle body front side of the lower arm 30 is also provided. Similarly to the above, it is pivotally connected to a pair of brackets 28 formed integrally with the outer surface of the suspension member 20 on the front side of the vehicle body from the bracket 26 at a predetermined interval.

  That is, the bush 32 is press-fitted into a through hole 28A coaxially formed in the pair of brackets 28 and a through hole (not shown) formed in the connecting portion 30B, and fastened to the bracket 28 with bolts and nuts (not shown). Has been. A lower ball joint (not shown) connected to a knuckle (not shown) is provided on the upper surface of the outer end portion of the lower arm 30 in the vehicle width direction.

  Further, one end portion (lower end portion of the vehicle body) of the support member 34 is attached to the upper surface of the suspension member 20 near the bracket 28 and the other end portion (end portion on the upper side of the vehicle body) of the support member 34 is attached. The front side member 14 is attached to the front side of the vehicle body. The vehicle body rear side end portion of the suspension member 20 is attached to the front side member 14 on the vehicle body rear side with respect to the inclined portion 14A. Thus, the sub frame 18 is supported by the front side member 14.

  A rocker 36 extending along the longitudinal direction of the vehicle body is disposed on both sides of the cabin on the outer side in the vehicle width direction of the front side member 14 on the rear side of the vehicle body at a low height. At the end, a front pillar 38 is integrally extended in the vehicle body upward direction. Further, a substantially flat dash panel 40 is provided on the vehicle body upper side of the inclined portion 14A of the front side member 14, and the dash panel 40 is provided with a rocker 36 and a front pillar at both outer end portions in the vehicle width direction. It is fixed to a body frame member such as 38.

  In the vehicle body structure 12 configured as described above, the operation at the time of a frontal collision of the vehicle 10 will be described with reference to FIGS. First, the full wrap frontal collision shown in FIG. 3 will be described. When the vehicle 10 collides with the barrier (barrier) W or the like in front of the full lap, the impact (collision load) is transmitted to the pair of front side members 14 via the front bumper reinforcement 16. Then, each front side member 14 is compressed and deformed in the axial direction, and absorbs the impact (collision load) (see FIG. 6B).

  Further, the vehicle body front side end portions of the cross member 22 of the subframe 18 and the pair of suspension members 20 are also deformed by a full-lap frontal collision of the vehicle 10 and absorb the impact (collision load). Further, in this case, as shown in FIG. 3B, the front wheel 42 may interfere with the rocker 36, but the front wheel 42 has a wheel 43 (see FIG. 1) that is not easily crushed. The collision load) can be transmitted to the rocker 36 which is a vehicle body skeleton member via the wheel 43.

  That is, when the super short overhang vehicle 10 collides with the front surface of the full lap, the pair of left and right front side members 14, the suspension member 20, and the connecting member 24 are compressed and deformed, and the wheel 43 is brought into contact with the rocker 36. Since the action of escaping the collision load is obtained, the necessary crash stroke can be ensured even in the super short overhang vehicle 10. Therefore, there is little deformation on the front side of the vehicle body, and the collision safety performance for the occupant can be ensured.

  Next, the offset frontal collision shown in FIG. 4 will be described. When the vehicle 10 collides with the barrier (barrier) W or the like in front of the offset, the impact (collision load) is transmitted to the front side member 14 on one side (the left side in the figure is shown) via the front bumper reinforcement 16. . Then, the left front side member 14 is compressed and deformed in the axial direction to absorb the impact (collision load) (see FIG. 6B).

  Further, the cross member 22 of the subframe 18 and the vehicle body front side end portion of the suspension member 20 on the one side (the left side in the drawing) are also deformed by an offset frontal collision of the vehicle 10 and absorb the impact (collision load). . At this time, as shown in FIG. 4B, one (the illustrated one is the left side) connecting member 24 is also deformed, and the left suspension member 20 is pushed outward in the vehicle width direction.

  Then, the connection portion 30A on the rear rear inner side of the lower arm 30 is pivotally connected to the outer surface of the suspension member 20 in the vicinity of the connection portion (connection portion) between the connection member 24 and the suspension member 20 via the bracket 26. Therefore, the connecting portion 30A on the vehicle body rear inner side of the lower arm 30 is also pushed by the connecting member 24 and pushed outward in the vehicle width direction. Thereby, the vehicle body rear side of the front wheel 42 which has the wheel 43 which is hard to be crushed is pushed out to the vehicle width direction outer side from the vehicle body front of the rocker 36, and interference with the rocker 36 is avoided.

  That is, when the ultra short overhang vehicle 10 collides with an offset front, only the front side member 14, the suspension member 20, and the connecting member 24 on one side are compressed and deformed. It can be removed from the extension line 36 outward in the vehicle width direction, and when this structure is not applied, the crash stroke tends to be insufficient, but the crash stroke can be increased. Therefore, even with the ultra-short overhang vehicle 10, it is possible to ensure a crash stroke at the time of an offset frontal collision, and to improve the collision safety performance for the occupant as compared with the conventional vehicle.

  Next, a modification in which the air conditioner unit 44 is disposed between the front side members 14 will be described. In addition, about the structure equivalent to the vehicle body structure 12 of the said Example, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted. FIG. 5 is a schematic perspective view showing the configuration of the vehicle body structure 12, and the lower arm 30 is omitted in FIG. 6 is a schematic side view showing a state of the vehicle body structure 12 when the vehicle 10 collides with the front of the full lap. FIG. 7 is a schematic plan view showing a state of the vehicle body structure 12 when the vehicle 10 collides with the offset front. is there.

  As shown in FIGS. 5 to 7, a steering gear box 46 having a cylindrical rack housing 47 whose longitudinal direction is the vehicle width direction is provided on the upper surface of the connecting member 24 (suspension member 20) of the subframe 18. The bracket 45 and bolts (not shown) are attached.

  Rubber boots 48 are provided at both ends of the steering gear box 46 (rack housing 47) in the vehicle width direction and extend outward from the steering gear box 46 (rack housing 47) in the vehicle width direction. A tie rod 50 projects outward from the boot 48 in the vehicle width direction. A front wheel 42 is connected to a tie rod end 52 provided at the outer end of the tie rod 50 in the vehicle width direction.

  A substantially cylindrical worm housing (pinion housing) 56 that accommodates a worm gear (pinion gear) (not shown) provided at the lower end of the steering shaft 54 is provided at a predetermined position of the rack housing 47 of the steering gear box 46. The worm gear is engaged with a rack bar (not shown) supported in the rack housing 47 so as to be movable in the vehicle width direction. A tie rod 50 is connected to the rack bar.

  The steering shaft 54 extends from the worm housing 56 through the dash panel 40 to the vehicle body rear side at a predetermined inclination angle, and a universal joint 58 is connected to the upper end of the intermediate shaft 54A via a universal joint 58. A steering main shaft 54B is provided, and a steering wheel 60 is attached to an upper end portion of the steering main shaft 54B.

  Further, a drive shaft 44A of the air conditioner unit 44 is supported between the front side members 14, and the steering shaft 54 bypasses the vehicle body front side of the drive shaft 44A of the air conditioner unit 44 to the vehicle body rear side. It is extended. That is, the drive shaft 44 </ b> A of the air conditioner unit 44 is disposed on the rear side of the vehicle body with respect to the steering shaft 54.

  In the vehicle body structure 12 having the above-described configuration, the operation at the time of a frontal collision of the vehicle 10 will be described with reference to FIGS. First, the full wrap frontal collision shown in FIG. 6 will be described. When the vehicle 10 collides with the barrier (barrier) W or the like in front of the full lap, the impact (collision load) is transmitted to the pair of front side members 14 via the front bumper reinforcement 16. Then, each front side member 14 is compressed and deformed in the axial direction, and absorbs the impact (collision load).

  Further, the vehicle body front side end portions of the cross member 22 of the subframe 18 and the pair of suspension members 20 are also deformed by a full-lap frontal collision of the vehicle 10 and absorb the impact (collision load). In this case, the front wheel 42 may interfere with the rocker 36, but the front wheel 42 has a wheel 43 (see FIG. 1) that is not easily crushed. It can be transmitted to the rocker 36 which is a vehicle body skeleton member.

  That is, when the super short overhang vehicle 10 collides with the front surface of the full lap, the pair of left and right front side members 14, the suspension member 20, and the connecting member 24 are compressed and deformed, and the wheel 43 is brought into contact with the rocker 36. Since the action of escaping the collision load is obtained, the necessary crash stroke can be ensured even in the super short overhang vehicle 10. Therefore, there is little deformation on the front side of the vehicle body, and the collision safety performance for the occupant can be ensured.

  Further, when the vehicle 10 collides with the barrier (barrier) W or the like in front of the full lap, as shown in FIG. 6B, the suspension member 20 and the connecting member 24 are deformed to the lower side of the vehicle body, thereby the steering gear box. 46 moves to the lower side of the vehicle body. Then, the steering shaft 54 comes into contact with the peripheral surface of the drive shaft 44A on the front side of the vehicle body, and is pulled around the drive shaft 44A (with the drive shaft 44A as a fulcrum), so that the steering wheel 54 60 is pulled to the front side of the vehicle body (moves to the front side of the vehicle body). As a result, it is possible to secure a wide space in the vehicle interior and improve the collision safety performance for the occupant.

  Next, the offset frontal collision shown in FIG. 7 will be described. When the vehicle 10 collides with the barrier (barrier) W or the like in front of the offset, the impact (collision load) is transmitted to one of the front side members 14 (shown on the right side) via the front bumper reinforcement 16. . Then, the right front side member 14 compresses and deforms in the axial direction and absorbs the impact (collision load) (see FIG. 6B).

  Further, the cross member 22 of the sub-frame 18 and the vehicle body front side end portion of the suspension member 20 on one side (the right side in the drawing) are also deformed by the offset frontal collision of the vehicle 10 and absorb the impact (collision load). . At this time, as shown in FIG. 7B, one (the illustrated one is the right side) connecting member 24 is also deformed, and the right suspension member 20 is pushed outward in the vehicle width direction.

  Then, the connection portion 30A on the rear rear inner side of the lower arm 30 is pivotally connected to the outer surface of the suspension member 20 in the vicinity of the connection portion (connection portion) between the connection member 24 and the suspension member 20 via the bracket 26. Therefore, the connecting portion 30A on the rear rear inner side of the lower arm 30 is also pushed outward in the vehicle width direction. Thereby, the vehicle body rear side of the front wheel 42 which has the wheel 43 which is hard to be crushed is pushed out to the vehicle width direction outer side from the vehicle body front of the rocker 36, and interference with the rocker 36 is avoided.

  That is, when the ultra short overhang vehicle 10 collides with an offset front, only the front side member 14, the suspension member 20, and the connecting member 24 on one side are compressed and deformed. It can be removed from the extension line 36 outward in the vehicle width direction, and when this structure is not applied, the crash stroke tends to be insufficient, but the crash stroke can be increased.

  Therefore, even with the ultra-short overhang vehicle 10, it is possible to ensure a crash stroke at the time of an offset frontal collision, and to improve the collision safety performance for the occupant as compared with the conventional vehicle. In this case as well, since the steering wheel 60 is pulled to the front side of the vehicle body (moves to the front side of the vehicle body) in the same manner as described above, it is possible to secure a wide space in the vehicle interior, and further to the passenger Collision safety performance can be improved.

  As described above, the connection member 24 as described above is provided in the subframe 18 even in the case of a collision mode that requires a crash stroke, such as an offset frontal collision as well as a full-wrap frontal collision. Thus, at the time of the offset frontal collision, the position of the front wheel 42 having the wheel 43 that is difficult to be crushed can be controlled (it can be pushed outward in the vehicle width direction), so that the crash stroke can be sufficiently ensured. Therefore, even if it is the super short overhang vehicle 10, the protection performance with respect to a passenger | crew can be improved.

  Further, at the time of a full lap frontal collision and offset frontal collision, the front side member 14 is deformed, and the steering gear box 46 is moved to the lower side of the vehicle body due to the deformation of the subframe 18, so that the steering shaft 54 is connected to the air conditioner unit 44. Since it is pulled to the vehicle body front side so as to be wound around the drive shaft 44A, the steering wheel 60 can be moved to the vehicle body front side. For this reason, even if it is the super short overhang vehicle 10, the space in a vehicle interior can be expanded and the protection performance with respect to a passenger | crew can be improved further.

  The shape of the connecting member 24 is not limited to the shape shown in the figure, and the front wheel 42 is moved outwardly in the vehicle width direction (rocker) due to deformation of the subframe 18 (cross member 22 and suspension member 20) at the time of offset frontal collision. It suffices if it is formed in such a shape that it can be pushed out to the outside in the vehicle width direction on the extension line of 36. As described above, the vehicle body structure 12 according to the present invention is not limited to the illustrated shape, and can be appropriately changed in design without departing from the gist of the present invention.

Schematic perspective view showing the front side of the vehicle body Schematic perspective view showing the structure of the vehicle body structure Schematic plan view showing the state of the vehicle body structure when the vehicle collides with the front of the full lap Schematic plan view showing the state of the vehicle body structure when the vehicle has an offset frontal collision Schematic perspective view showing the configuration of the vehicle body structure of a modified example Schematic side view showing the state of the vehicle body structure of the modified example when the vehicle collides with the front of the full lap Schematic plan view showing the state of the vehicle body structure of the modified example when the vehicle has an offset frontal collision (A) Schematic side view showing vehicle body front side of super short overhang vehicle, (B) Graph showing the relationship between crash load and crash stroke applied to super short overhang vehicle

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Car body structure 14 Front side member 16 Front bumper reinforcement 18 Sub frame 20 Suspension member 22 Cross member 24 Connecting member 30 Lower arm 34 Support member 36 Rocker 38 Front pillar 40 Dash panel 42 Front wheel 43 Wheel 44 Air conditioner unit 46 Steering gear Box 47 Rack housing 50 Tie rod 54 Steering shaft 56 Worm housing 58 Universal joint 60 Steering wheel

Claims (2)

A pair of front side members extending in the longitudinal direction of the vehicle body and arranged in parallel in the vehicle width direction;
A pair of suspension members extending in the vehicle longitudinal direction on the vehicle body lower side of the pair of front side members, and arranged in parallel in the vehicle width direction;
A cross member for connecting the vehicle body front sides of the pair of suspension members in the vehicle width direction;
A pair of connecting members installed obliquely with respect to the longitudinal direction of the vehicle body between the cross member and each suspension member;
A pair of lower arms in which a connecting portion on the rear rear side of the vehicle body is connected in the vicinity of the connecting portion between each connecting member and each suspension member;
Body structure characterized by comprising A steering gear box constructed on the pair of suspension members or the pair of connecting members;
An air conditioner unit having a drive shaft pivotally supported by the pair of front side members;
With
2. The vehicle body structure according to claim 1, wherein the drive shaft is provided on the vehicle rear side with respect to a steering shaft extending from the steering gear box to the vehicle rear side in a side view.

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